Shock absorber for use in vehicle suspension



Dec.l24, 1929. E. A. HELLSTRAND a 1,740,734

sHocx Asonn FOR UsE 1N VEHICLE sUsPENsIoN Filed March 5, 192B 2 sheets-sheet 1 ai U - 1:" 'l l Z3 Dec. 24, 1929. E. A. HELLSTRAND 1,740,734

SHOCK ABSORBER FOR USE IN VEHICLE SUSPENSION Filed March 3, 1928 2 Sheets-Sheet 2 Patented Dec. 24, 1929 UNITED STATES PATENT OFFICE SHOCK ABSORBER FOR USE IN VEHICLE SUSPENSION Application filed March 3, 1928, Serial No. 258,796, and in Great Britain March 1, 1927.

This invent-ion relates to shock absorbers or motion dampers for use in vehicle suspension, and its principal obj ect is to provide a simple and eective appliance, whilst a further object is to combine with it a torque-resisting i device, each having particular advantages relative to adjustments to suit load and running conditions.

The invention broadly consists in mounting a wheel axle to slide in horn plates or equivalent guides, whose rictional eit'ect is controllable independently or automatically, and preferably means are provided whereby the frictional effect of the axle guides increases 5 with the displacement of the axle :from a normal position.

In the accompanying drawings, which illustrate the manner of carrying out the invention,

Figure 1 is a fragmentary plan showing part of a side frame member of the vehicle with the axle and friction device in position,

Figure 2 is a sectional side elevation on 5 the line II-II of Figure 1, t l

,Figure 3 is a similar view to Figure 1 but shows a modified construction7 and Figure 4 is a sectional view on the line IV-IV of Figure 3 as seen in the direction of the arrow. l

In one method of carrying out the invention, more particularly intended for the rear driving axle of a motorv vehicle, each side frame member 2 of the vehicle is provided 3'5 with a vertical slot 3 to receive the axle in its casing 5 and to allow for its permissible vertical movement as well Aas for a certain amount of lateral movement. At the sides of these slots and on the inner facesof the frame members 2 are provided in eifect horn plates constituted by securing to the side frame a plate or plates 6 having vertical ridges 7, one on each side of the slot, which may be ofV-sectionor rectangular, the apex angle of the V being preferably in the region of 120 degrees.

The axle or the axle casing, as the case may be (in this example, the casing 5) is external- `ly splined at 8 and has slidably mounted upon it a splined sleeve 9 having radial extensions l0 on opposite sides, forming thereby a yoke. These radial extensions are connected to al plate 11 which is shaped to form grooves 12 which it the ridges 7 on the horn plates 6, and friction material 13 is provided between the contacting surfaces. The extensions 10 have bearing bosses 14 which engage between jaws 15 in the plate, and in the bosses are blocks or bushes 16 (Figure 2) of rubber or equivalent resiliently yielding material through which extend the fixing bolts 17. i

It will be evident, therefore, that this arrangement provides for a limited amount of twist of the axle, and for its vertical or tilting movements as well as for a slight displacement in a direction longitudinal of the vehicle, the plate 11 yoked to the sleeve 9 sliding on the ridge members 7 on the horniplates.

The sliding plate 11 is maintained in contact with the horn plates by means of a compression spring 18 acting between the sleeve 9 and a shoulder 19 within a sleeve 20 mounted loosely on the axle casing 5 and adapted to enclose the spring. The end face`21 of the 75 sleeve 2Ov remote from the sleeve 9 is inclined to its axis and co-operates with another sleeve 22 similarly inclinedvat its end 23 and also mounted loosely on the axle casing,l its endwise movement being prevented by a collar 24 fixed to the casing. YThe sleeve 22 is provided with a radial arm 25 or other means for rotating it, and the connection to the arm is brought in any convenient manner to the drivers seat. It will be evident, therefore, s' that when rotated there will be a cam action on the sleeve 20 causing it to move endwise and to vary accordingly the loading of the spring 18.

The sleeve 20 is also provided with a radial arm 26, and this is connected, preferably by a cable 27 engaging a guide pulley 28 or the like on an adjacent stationary part such as one of the cross members 29 of the chassis to, a point near the drivers seat. Packing washers c5 such as 30 may be provided where necessary around the moving parts to exclude wet and mud, particularly at the end of the sleeve 9 to protect the splines. On this sleeve can be located the seating 31 for a leaf spring or hydraulic or other type of suspension member. Obviously the cable could be secured directly to the periphery of the sleeve if this affords sufficient leverage.

In operation, as the foregoing parts are on the inner side of the frame member, tilting of the axle and its casing 5 permits the sleeve 9 to slide outwardly so that the spring 18 extends and its pressure on the friction surfaces at 7 and 11 is reduced, which is notdesirable, but, owing to the manner in which the sleeve 20 is connected by the cable 27 to the part 29, it is simultaneously twisted on the axle, and the cam action at its end 21 causes the spring loading to increase at a greater rate than the previously mentioned decrease. As a result,

Vfrictional pressure between the surfaces 7 and 11 will increase with the displacement of the axle. If the axle rises bodily the sleeve 20 will be twisted with a like result on the loading.

Owing to the V-section of the ridges 7 on the horn plates, acceleration or breaking of the vehicle tends to augment the pressure on one side of the ridge and to reduce it on the other owing to the torque reaction tending to twist the sliding plate. As the axle also tends t0 move horizontally, pressures due to the wedge action of the ridge tend partly to counteract and partly to increase those produced by the torque reaction. The resultant value depends on the apex agle of the ridges, and this is chosen accordingly. As in some f cases it is desirable not to permit the combination of the twisting and horizontalforces to vary the loading of the coil spring 18, they can be rendered independent of one another by making the ridges of rectangular section.V

Thus, there will obviously be no axial pressure exerted by these forces nr increase in the loading of the spring. 'Io facilitate re- .inoval of the back axle, the lower end of the slot 3 is bridged by the plate 6, and to avoid weakening the frame member 2 its height above the slot is increased.

The invention can be applied to a vehicle .having independent wheel suspension. Figures'3 and 4 show rear driving wheels independently sprung and driven through a universal coupling at 32. Instead of V-ridges the horn plate v6 has arranged vertically on each side of the axle a channel such as 33 containing a resilient material 34, and closed A plate 36,v carrying a hollow hub 37 and anchor plate 38 for a wheel and brake respectively is arranged on the outside face of the member 2 and has an inward hollow extension 39 splined on its exterior surface and adapted to engage internal splines on a sleeve 40 (corresponding to the sleeve 9 in Figure 1). Attached to the end of this sleeve 40 nearest the frame is a friction plate'41, corresponding to the plate 11 in Figure 1, having at its outer end flanges 42 adapted to bear on the metal strip 35 thereby to resist torque and horizontal forces due to acceleration and braking of the vehicle.

Vertical or tilting movements of the axle are damped by the employment of friction material 13 interposed between the adjacent surfaces of the plates 6 and 41 under the action of the spring 18 ink conjunction with the cam action of sleeves 43 and 44, corresponding to sleeves 2O and 22 respectively of Figure 1. Y i

The spring loading by the arm 26 and cable 27 is as shown in Figure 1. The arm 25 is omitted from the sleeve 44 but the latter is angularly adjustable about the extension 39 of the hub 37 by the means indicated at 45.

The general behaviour of these parts is as described in relation to Figures 1 and 2.

It will be understood that by suitable modification the invention is applicable to the front axle. It provides a very simple vform of combined shock absorber and torque resisting device, which is self-adjusting valthough additional control means above described enable the driver to adjust for various road conditions without moving from his seat.

In some cases the splines between the rear axle casing and yoke sleeve can be omitted leaving merely a sliding fit. Thus in a design providing a differential casing bolted to the frame and incorporating brakes on the driving shafts, the axle casings would neither transmit driving nor braking torque, and the attaching of the axle sleeve to the friction plate can thus be simplified.

Although a Vseating for a suspension spring is shown only on the upper side of the sleeve 9, Figure 1, as at 31, alternatively it could-be on the underside, or it could be on the upper or underside ofthe plates 11 or 41.

' In Figure 3 a plate for the suspension is shown at 46, and is attached at the under portion of the plate 41, but alternatively could be on the upper side.

Vhat I claim as my invention and'desire to secure by Letters Patent ofthe United States is Y l. In a vehicle suspension, the combination of a frame member, vertical guides thereon, a wheel axle mounted to slide in said guides, a splined sleeve slidably mounted on the wheel axle carrying radial extensions on opposite sides forming a. yoke, and a guide plate attached to saidyoke and adapted to frictionally engage the guides mounted on the frame, means to vary the fri'ctional resistance between the guide plate and guides.

2. The device of claim 1 inwhich the means to vary the frictioual resistance comprise a sleeve engaging a spring, a. second sleeve secured against longitudinal movement on the axle, said -sleeves engaging one another through cam faces and are angularly and independently movable about the axle.

3. The device of claim l with the addition that the guide plate is attached to the yoke through reslently yielding connections.

In testimony whereof I have signed my name to this specication.

EDWARD AXELSON HELLSTRAND. 

